Powertrain test equipment

Abstract

To provide a test device for a power transmission system having dynamos that are individually speed-controlled and connected respectively with a first output shaft and a second output shaft of a power transmission differential gear for a vehicle, and to obtain a configuration that can prevent a fluctuation of torque distributed to the first output shaft and the second output shaft.SOLUTION: A test device 1 for a power transmission system has: a first dynamo 11 and a second dynamo 12 that are connected respectively with a first output shaft D1 and a second output shaft D2; a first control unit 14 that controls the speed of the first dynamo 11 based on a correction speed command obtained by feeding back the rotation speed of the first dynamo 11; and a second control unit 15 that controls the speed of the second dynamo 12 based on a correction speed command obtained by feeding back the rotation speed of the second dynamo 12. At least one of the first control unit 14 and the second control unit 15 has a dead band control unit 28 that makes the correction speed command within a predetermined range in the correction speed command a constant value.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a power transmission system testing device that tests a power transmission system having a power transmission differential that transmits driving force generated by a drive source and distributes the driving force to a first output shaft and a second output shaft. [Background technology]

[0002] There is known a power transmission system testing device for testing a power transmission system having a power transmission differential that transmits driving force generated by a drive source and distributes it to a first output shaft and a second output shaft. For example, Patent Document 1 discloses an example of such a power transmission system testing device, which is an electric dynamometer for automobile testing equipment that performs a simulated turning test by controlling dynamometers that are connected to the left and right axles and are current-controlled to maintain a constant average speed and absorb torque, based on a differential rotation command. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 6-265440 Summary of the Invention [Problem to be solved by the invention]

[0004] Incidentally, when testing a power transmission system having a differential gear (power transmission differential device) that transmits driving force generated by a drive source and distributes it to a first output shaft and a second output shaft, as in the configuration disclosed in the aforementioned Patent Document 1, dynamos are connected to the first output shaft and the second output shaft, respectively. In this way, the dynamos connected to the first output shaft and the second output shaft of the power transmission differential device, respectively, are speed-controlled separately so that they run at the same speed.

[0005] Therefore, there is a slight difference in speed between the dynamos connected to the first output shaft and the second output shaft, respectively. This causes a subtle change in tooth contact at the meshing portion of the gears of the power transmission differential. This change in tooth contact changes the torque distributed to the first output shaft and the second output shaft in the power transmission differential. After that, when the change in tooth contact becomes large to a certain extent, the meshing of the gears of the power transmission differential changes, and the difference in torque distributed to the first output shaft and the second output shaft becomes smaller.

[0006] In this way, when the speed of the dynamos connected to the first output shaft and the second output shaft of the power transmission differential device, respectively, is controlled, the torque distributed to the first output shaft and the second output shaft changes in a sawtooth pattern.

[0007] In order to accurately test a power transmission system having the power transmission differential, it is desirable to suppress the sawtooth torque variation as described above as much as possible.

[0008] An object of the present invention is to provide a configuration for a power transmission system testing device having dynamos connected to a first output shaft and a second output shaft of a vehicle power transmission differential and having their speeds controlled separately, which is capable of suppressing fluctuations in the torque distributed to the first output shaft and the second output shaft. [Means for solving the problem]

[0009] A powertrain testing apparatus according to one embodiment of the present invention is a powertrain testing apparatus for testing a powertrain having a vehicle powertrain differential that transmits driving force generated by a drive source and distributes it to a first output shaft and a second output shaft. This powertrain testing apparatus includes a first dynamo and a second dynamo connected to the first output shaft and the second output shaft, respectively, and functioning as loads for the vehicle powertrain differential. The first speed control unit controls the speed of the first dynamo based on a corrected speed command obtained by feeding back the rotational speed of the first dynamo to a speed command for the first dynamo. The second speed control unit controls the speed of the second dynamo based on a corrected speed command obtained by feeding back the rotational speed of the second dynamo to a speed command for the second dynamo. At least one of the first speed control unit and the second speed control unit has a dead-band control unit that sets the corrected speed command within a predetermined range to a constant value (first configuration).

[0010] In the above configuration, the first dynamo and the second dynamo connected to the first output shaft and the second output shaft, respectively, of the vehicle power transmission differential are speed-controlled based on a corrected speed command obtained by feeding back the rotational speeds of the first and second dynamo to the speed command.

[0011] In this type of speed control, since there is a slight difference between the rotational speeds of the first and second dynamos, tooth contact at the meshing portions of the gears in the vehicle power transmission differential device changes little by little, which causes a change in the output torque from the vehicle power transmission differential device to the first and second dynamos, and this change acts as an acceleration torque for the first and second dynamos, resulting in a difference in rotational speed between the first and second dynamos.

[0012] A first speed control section controls the rotation speed of the first dynamo to a constant value, and a second speed control section controls the rotation speed of the second dynamo to a constant value, so that tooth contact changes without changing the meshing of gears in the vehicle power transmission differential, thereby increasing the change in output torque from the vehicle power transmission differential to the first dynamo and the second dynamo.

[0013] In contrast, as in the above-described configuration, by using the dead band control unit to set the correction speed command within a predetermined range to a constant value, a deviation occurs between the rotation speeds of the first and second dynamos by the amount of the predetermined range, which makes it easier for tooth contact at the meshing portions of the gears in the vehicle power transmission differential to change, and the meshing of the gears to also change.

[0014] Therefore, as described above, it is possible to suppress the increase in the change in output torque from the vehicle power transmission differential to the first dynamo and the second dynamo, and it is also possible to suppress the change in the sawtooth torque distributed to the first output shaft and the second output shaft.

[0015] Therefore, in a power transmission system testing device having a first dynamo and a second dynamo respectively connected to the first output shaft and the second output shaft of the vehicle power transmission differential device and separately speed controlled, a configuration is obtained that can suppress fluctuations in the torque distributed to the first output shaft and the second output shaft.

[0016] In the first configuration, at least one of the first speed control unit and the second speed control unit has an integrator and includes a PI control circuit that performs PI control using the corrected speed command, and the dead band control unit is provided on the signal input side of the integrator (second configuration).

[0017] An integrator of a PI control circuit that performs PI control operates to cancel out acceleration torque from the vehicle power transmission differential to the first dynamo and the second dynamo.

[0018] By providing a dead-band control unit on the signal input side of the integrator as described above, the integrator does not operate when the correction speed command is within a predetermined range. As a result, when the correction speed command is within the predetermined range, the difference between the rotational speeds of the first and second dynamos is not eliminated, which makes tooth contact at the meshing portions of the gears in the vehicle power transmission differential more likely to change. This makes it easier for the gear meshing in the vehicle power transmission differential to change. This also makes it possible to suppress changes in the sawtooth torque distributed from the vehicle power transmission differential to the first output shaft and the second output shaft.

[0019] In the first or second configuration, the predetermined range is defined by a positive set value and a negative set value. The dead band control unit outputs the correction speed command within the predetermined range as a constant value, and when the correction speed command is larger on the positive side than the predetermined range, subtracts the positive set value from the correction speed command and outputs the result, and when the correction speed command is smaller on the negative side than the predetermined range, subtracts the negative set value from the correction speed command and outputs the result (third configuration).

[0020] This allows the predetermined range, which is the dead band area, to be defined by the positive set value and the negative set value. Moreover, by correcting the correction speed command using the positive set value when the correction speed command is larger than the predetermined range on the positive side, and correcting the correction speed command using the negative set value when the correction speed command is smaller than the predetermined range on the negative side, it is possible to prevent the output value of the dead band control unit from changing suddenly between when the correction speed command is outside the predetermined range and when it is within the predetermined range. [Effects of the Invention]

[0021] In a powertrain testing device according to one embodiment of the present invention, at least one of a first speed control unit that controls the speed of a first dynamo and a second speed control unit that controls the speed of a second dynamo has a dead-band control unit that sets a corrected speed command within a predetermined range to a constant value. This provides a configuration that can suppress fluctuations in the torque distributed to the first output shaft and the second output shaft in a powertrain testing device having dynamos connected to the first and second output shafts of a vehicle powertrain differential and whose speeds are controlled separately. [Brief explanation of the drawings]

[0022] [Figure 1] FIG. 1 is a diagram showing a schematic configuration of a power transmission system testing device according to one embodiment of the present invention. [Figure 2] FIG. 2 is a functional block diagram showing a schematic configuration of the first control device. [Figure 3] FIG. 3 is a diagram showing an example of output torque of a power transmission differential for a vehicle when the first control device does not have a dead band control unit. [Figure 4] FIG. 4 is a diagram showing an example of output torque of a power transmission differential for a vehicle in the case where the first control device has a dead band control unit. DETAILED DESCRIPTION OF THE INVENTION

[0023] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described in detail below with reference to the accompanying drawings. In the drawings, the same or corresponding parts are designated by the same reference numerals and the description thereof will not be repeated.

[0024] (Overall composition) FIG. 1 is a diagram showing a schematic configuration of a powertrain testing device 1 according to an embodiment of the present invention. This powertrain testing device 1 is a device for testing a powertrain system having a vehicle powertrain differential D. The powertrain testing device 1 is a device for evaluating the performance of a speed change mechanism TM, which is a part of the powertrain system. The speed change mechanism TM has a transmission TM1 that changes the speed of driving force input to an input shaft D3, and a vehicle powertrain differential D that distributes the output of the input shaft D3, the speed of which has been changed by the transmission TM1, to a first output shaft D1 and a second output shaft D2. In this embodiment, the speed change mechanism TM is a specimen to be tested by the powertrain testing device 1.

[0025] Although not specifically shown, the vehicle power transmission differential D has a plurality of gears therein, which mesh with each other to distribute the driving force input to the input shaft D3 to the first output shaft D1 and the second output shaft D2. The first output shaft D1, the second output shaft D2, and the input shaft D3 are connected to the vehicle power transmission differential D. The configuration of the vehicle power transmission differential D is the same as that of a general differential gear device, so a detailed description of the vehicle power transmission differential D will be omitted.

[0026] The power transmission system testing device 1 has a first dynamo 11, a second dynamo 12, a third dynamo 13, a first control device 14, a second control device 15, and a third control device 16. As shown in Fig. 1, the first output shaft D1, the second output shaft D2, and the input shaft D3 are each provided with a torque meter T for detecting torque.

[0027] The first dynamo 11 is connected to the first output shaft D1 of the vehicle power transmission differential D and absorbs the torque of the first output shaft D1 output from the vehicle power transmission differential D. Specifically, the first dynamo 11 functions as a load for the vehicle power transmission differential D (including a load for evaluating durability performance, quality, etc., a load simulating a vehicle body during movement, a load due to running resistance, and a gravity load due to a gradient). The speed of the first dynamo 11 is controlled by the first control device 14. A detailed description of the speed control will be given later. The first dynamo 11 has the same configuration as a conventional dynamo, so a detailed description of the dynamo's configuration will be omitted.

[0028] The second dynamo 12 is connected to the second output shaft D2 of the vehicle power transmission differential D and absorbs the torque of the second output shaft D2 output from the vehicle power transmission differential D. Specifically, the second dynamo 12 functions as a load for the vehicle power transmission differential D (including a load for evaluating durability performance, quality, etc., a load simulating a vehicle body during movement, a load due to running resistance, and a gravity load due to a gradient). The speed of the second dynamo 12 is controlled by the second control device 15. A detailed description of the speed control will be given later. The second dynamo 12 has the same configuration as a conventional dynamo, so a detailed description of the dynamo's configuration will be omitted.

[0029] The third dynamo 13 is connected to the input shaft D3 of the speed change mechanism TM and functions as a drive source that supplies driving force to the vehicle power transmission differential D via the transmission TM1. The third dynamo 13 is torque controlled. The configuration of the third dynamo 13 and the torque control of the third dynamo 13 are the same as those of the conventional system, so detailed explanations will be omitted.

[0030] The first control device 14 controls the driving of the first dynamo 11. More specifically, the first control device 14 controls the speed of the first dynamo 11 based on a speed command and the rotation speed of the first dynamo 11. The first control device 14 corresponds to the first speed control unit of the present invention.

[0031] The second control device 15 controls the driving of the second dynamo 12. More specifically, the second control device 15 controls the speed of the second dynamo 12 based on a speed command and the rotation speed of the second dynamo 12. The second control device 15 corresponds to the second speed control unit of the present invention.

[0032] Since the first control device 14 and the second control device 15 have the same configuration, only the configuration of the first control device 14 will be described below. Figure 2 is a functional block diagram showing the general configuration of the first control device 14. The second control device 15 also has a similar configuration to the first control device 14.

[0033] As shown in FIG. 2, the first control device 14 includes an inverter control unit 20, a feedback circuit 21, and a PI control circuit 25.

[0034] The feedback circuit 21 feeds back the rotation speed of the first dynamo 11, obtained based on the output signal from the resolver 11a that detects the rotation speed of the first dynamo 11, to the speed command. The feedback circuit 21 has a speed calculation unit 22. This speed calculation unit 22 calculates the rotation speed of the first dynamo 11 based on the output signal from the resolver 11a. Note that the rotation speed of the first dynamo 11 may be detected using an encoder instead of the resolver 11a.

[0035] The PI control circuit 25 generates a torque command by performing PI calculation on a corrected speed command obtained by feeding back the rotation speed of the first dynamo 11 by the feedback circuit 21 in response to the speed command. Specifically, the PI control circuit 25 has a differentiator 26, an integrator 27, a dead band control unit 28, and an adder 29.

[0036] A differentiator 26 performs a differentiation operation on the corrected speed command using a P gain. An integrator 27 performs an integration operation on the corrected speed command using a value processed by a dead band control unit 28. An adder 29 adds the values ​​obtained by the differentiator 26 and the integrator 27, respectively, to generate a torque command.

[0037] By using the differentiator 26 and the integrator 27 to perform a PI calculation on the corrected speed command, feedback control using the rotation speed of the first dynamo 11 can be realized.

[0038] The dead band control unit 28 is provided on the signal input side of the integrator 27. The dead band control unit 28 sets the correction speed command within a predetermined range of the correction speed command to a constant value (0 in this embodiment). That is, the dead band control unit 28 sets a dead band region for the correction speed command. The configuration and function of the dead band control unit 28 will be described later.

[0039] The inverter control unit 20 controls the power supplied to the first dynamo 11 based on the torque command, thereby controlling the operation of the first dynamo 11. The configuration of the inverter control unit 20 is similar to that of a conventional inverter device, so a detailed description of the inverter control unit 20 will be omitted.

[0040] The third control device 16 controls the operation of the third dynamo 13. More specifically, the third control device 16 controls the torque of the third dynamo 13 based on a torque command and the output torque of the third dynamo 13. The configuration of the third control device 16 is similar to the configuration of a conventional control device that controls the torque of a dynamo, so a detailed description of the third control device 16 will be omitted.

[0041] (Deadband control unit) The configuration and function of the dead zone control unit 28 will be described in detail below.

[0042] The dead band control unit 28 provided on the signal input side of the integrator 27 of the first control device 14 sets the corrected speed command within a predetermined range to a constant value, among the corrected speed commands obtained by feeding back the rotation speed of the first dynamo 11 by the feedback circuit 21 in response to the speed command. Specifically, the dead band control unit 28 sets the corrected speed command to a constant value. th+ and negative set value F th-and sets the correction speed command within the predetermined range defined by the above formula to zero, while when the correction speed command is larger on the positive side than the predetermined range, the positive set value is subtracted from the correction speed command and output, and when the correction speed command is smaller on the negative side than the predetermined range, the negative set value is subtracted from the correction speed command and output.

[0043] That is, the dead band control unit 28 sets the output to zero when the corrected speed command satisfies (1). When the corrected speed command satisfies (2), the dead band control unit 28 sets the output to zero. th+ When the corrected speed command satisfies (3), the dead band control unit 28 outputs the corrected speed command -F th- is the output value. (1)F th- ≦Correction speed command≦F th+ (2)F th+ <Correction speed command (3) Correction speed command <F th-

[0044] The constant value may be a value other than zero, provided that the rotation speed of the first dynamo 11 can be controlled to a rotation speed that can suppress changes in the output torque of the power transmission differential device D for a vehicle.

[0045] In this embodiment, the first dynamo 11 connected to the first output shaft D1 and the second dynamo 12 connected to the second output shaft D2 of the vehicle power transmission differential D are controlled to rotate at the same speed. In this case, a difference occurs between the rotational speeds of the first dynamo 11 and the second dynamo 12, causing a gradual change in tooth contact at the meshing portions of the gears of the vehicle power transmission differential D. This causes a change in the output torque from the vehicle power transmission differential D to the first dynamo 11 and the second dynamo 12. This change in output torque then becomes an acceleration torque for the first dynamo 11 and the second dynamo 12, causing a difference in the rotational speed of the first dynamo 11 and the second dynamo 12.

[0046] The first control device 14 controls the rotation speed of the first dynamo 11 to be constant through the above-mentioned feedback control. Similarly, the second control device 15 controls the rotation speed of the second dynamo 12 to be constant through feedback control. As a result, the tooth contact changes without changing the meshing of the gears in the vehicle power transmission differential D, and the change in the output torque from the vehicle power transmission differential D to the first dynamo and the second dynamo increases.

[0047] 3 shows the output torque of the vehicle power transmission differential D when the first control device 14 does not have the dead band control unit 28. As shown in FIG. 3, after the tooth contact changes without changing the meshing of the gears in the vehicle power transmission differential D, and the change in the output torque from the vehicle power transmission differential D to the first dynamo 11 and the second dynamo 12 increases, when the change in tooth contact becomes large to a certain extent, the meshing of the gears in the vehicle power transmission differential D changes, and the difference in torque distributed to the first output shaft D1 and the second output shaft D2 decreases. As a result, the torque distributed to the first output shaft D1 and the second output shaft D2 changes in a sawtooth pattern over time.

[0048] In contrast, in this embodiment, the first control device 14 has a dead zone control unit 28, which causes a difference in rotational speed between the first dynamo 11 and the second dynamo 12, making it easier for the tooth contact at the meshing portion of the gears in the vehicle power transmission differential D to change, and also making the meshing of the gears easier to change.

[0049] Fig. 4 shows the output torque of the vehicle power transmission differential D when the first control device 14 has the dead band control unit 28. As shown in Fig. 4, the gear meshing in the vehicle power transmission differential D becomes more variable, which makes it possible to suppress an increase in the change in output torque from the vehicle power transmission differential D to the first output shaft D1 and the second output shaft D2, and also to suppress a change in the sawtooth-like torque distributed to the first output shaft D1 and the second output shaft D2.

[0050] As described above, the powertrain testing apparatus 1 of this embodiment is a testing apparatus for a powertrain having a vehicle powertrain differential D that transmits driving force generated by a drive source and distributes it to a first output shaft D1 and a second output shaft D2. This powertrain testing apparatus 1 includes a first dynamo 11 and a second dynamo 12 connected to the first output shaft D1 and the second output shaft D2, respectively, and functioning as loads for the vehicle powertrain differential D. It also includes a first control device 14 that controls the speed of the first dynamo 11 based on a corrected speed command obtained by feeding back the rotational speed of the first dynamo 11 to a speed command for the first dynamo 11. It also includes a second control device 15 that controls the speed of the second dynamo 12 based on a corrected speed command obtained by feeding back the rotational speed of the second dynamo 12 to a speed command for the second dynamo 12. At least one of the first control device 14 and the second control device 15 includes a dead-band control unit 28 that sets the corrected speed command within a predetermined range to a constant value.

[0051] In the above configuration, the first dynamo 11 and the second dynamo 12 connected to the first output shaft D1 and the second output shaft D2, respectively, of the vehicle power transmission differential D are speed-controlled based on a corrected speed command obtained by feeding back the respective rotational speeds to the speed command.

[0052] As in the configuration of this embodiment, the dead band control unit 28 sets the correction speed commands within a predetermined range of the correction speed commands to constant values, thereby causing a deviation of the rotation speed of the first dynamo 11 and the rotation speed of the second dynamo 12 by the amount of the predetermined range. This makes it easier for the tooth contact at the meshing portion of the gears in the vehicle power transmission differential D to change, and the meshing of the gears also becomes more likely to change.

[0053] Therefore, as described above, it is possible to suppress the increase in the change in output torque from the vehicle power transmission differential D to the first dynamo 11 and the second dynamo 12, and it is also possible to suppress the change in the sawtooth torque distributed to the first output shaft D1 and the second output shaft D2.

[0054] Therefore, in a power transmission system testing device 1 having a first dynamo 11 and a second dynamo 12 respectively connected to a first output shaft D1 and a second output shaft D2 of a vehicle power transmission differential device D and separately speed controlled, a configuration is obtained that can suppress fluctuations in the torque distributed to the first output shaft D1 and the second output shaft D2.

[0055] In this embodiment, at least one of the first control device 14 and the second control device 15 has an integrator 27 and includes a PI control circuit 25 that performs PI control using the correction speed command. A dead band control unit 28 is provided on the signal input side of the integrator 27.

[0056] The integrator 27 of the PI control circuit 25 that performs PI control operates to cancel the acceleration torque from the vehicle power transmission differential D to the first dynamo 11 and the second dynamo 12.

[0057] As in the above configuration, by providing the dead band control unit 28 on the signal input side of the integrator 27, the integrator 27 does not operate when the correction speed command is within a predetermined range. As a result, when the correction speed command is within the predetermined range, the difference between the rotation speeds of the first dynamo 11 and the second dynamo 12 is not eliminated, which makes it easier for the tooth contact at the meshing portion of the gears in the vehicle power transmission differential D to change. This makes it easier for the meshing of the gears in the vehicle power transmission differential D to change. This also makes it possible to suppress changes in the sawtooth-shaped torque distributed from the vehicle power transmission differential D to the first output shaft D1 and the second output shaft D2.

[0058] In this embodiment, the predetermined range is the positive set value F th+ and negative set value F th- The dead band control unit 28 outputs the correction speed command within the predetermined range as a constant value, and when the correction speed command is greater on the positive side than the predetermined range, it subtracts the positive side set value F from the correction speed command. th+ If the corrected speed command is smaller on the negative side than the predetermined range, the negative set value F is subtracted from the corrected speed command. th-Subtract and output.

[0059] As a result, the predetermined range that is the dead band area is determined by the positive side set value F th+ and negative set value F th- Moreover, when the corrected speed command is greater on the positive side than the predetermined range, the positive side set value F th+ When the corrected speed command is smaller on the negative side than the predetermined range, the negative side set value F th- By correcting the corrected speed command using the formula (1), it is possible to prevent the output value of the dead band control unit 28 from changing suddenly between when the corrected speed command is outside the predetermined range and when it is within the predetermined range.

[0060] (Other embodiments) Although the embodiments of the present invention have been described above, the above-described embodiments are merely examples for carrying out the present invention. Therefore, the present invention is not limited to the above-described embodiments, and it is possible to appropriately modify the above-described embodiments within the scope of the spirit of the present invention.

[0061] In the above embodiment, the power transmission system testing device 1 has a first control device 14 that controls the operation of the first dynamo 11 and a second control device 15 that controls the operation of the second dynamo 12. However, the power transmission system testing device may also have a first control unit that controls the operation of the first dynamo and a second control unit that controls the operation of the second dynamo within a single control device.

[0062] In the above embodiment, the first control device 14 and the second control device 15 each have a dead band control unit 28. However, only one of the first control device and the second control device may have a dead band control unit.

[0063] In the above embodiment, the first control device 14 and the second control device 15 each have a PI control circuit. However, only one of the first control device and the second control device may have a PI control circuit. Alternatively, at least one of the first control device and the second control device may have a PID control circuit.

[0064] In the above embodiment, the dead band control unit 28 is provided on the signal input side of the integrator 27. However, the dead band control unit may be provided at any position in the control device and may have any configuration as long as it is capable of setting a dead band region in the speed control of the dynamo.

[0065] In the above embodiment, the dead band control unit 28 adjusts the positive side set value F th+ and negative set value F th- However, the predetermined range may be set only on the positive side or only on the negative side.

[0066] In the embodiment, when the corrected speed command is larger on the positive side than the predetermined range, the dead band control unit 28 subtracts the positive set value F from the corrected speed command. th+ If the corrected speed command is smaller on the negative side than the predetermined range, the negative set value F is subtracted from the corrected speed command. th- However, when the corrected speed command is larger on the positive side than the predetermined range or smaller on the negative side than the predetermined range, the dead band control unit may output the corrected speed command as is, or may output the corrected speed command after performing calculation processing using a method other than that of the above embodiment.

[0067] In the above embodiment, the powertrain testing device 1 has the third dynamo 13. However, the powertrain testing device may use an engine or a drive motor (a drive motor for an electric vehicle, a hybrid vehicle, or the like) instead of the third dynamo to supply driving force to the vehicle powertrain differential.

[0068] In the above embodiment, the specimen of the power transmission system testing device 1 is a speed change mechanism TM having a transmission TM1 and a vehicle power transmission differential D. However, the specimen of the power transmission system testing device may be only the vehicle power transmission differential D instead of the speed change mechanism TM, or may be a power transmission system such as a drive source (engine, drive motor). [Industrial Applicability]

[0069] The present invention can be used in a powertrain system testing device that tests a powertrain having a vehicle powertrain differential that transmits driving force generated by a drive source and distributes it to a first output shaft and a second output shaft. [Explanation of symbols]

[0070] 1 Power transmission system test equipment 11 First Dynamo 11a Resolver 12 Second Dynamo 13 Third Dynamo 14 First control device 15 Second control device 16 Third control device 20 Inverter control unit 21 Feedback Circuit 22 Speed ​​calculation section 25 PI control circuit 26 Differentiator 27 Integrator 28 Deadband control unit 29 Adder D. Vehicle power transmission differential D1 First output shaft D2 2nd output shaft D3 Input shaft TM transmission mechanism TM1 transmission

Claims

1. A power transmission system testing device for testing a power transmission system having a vehicle power transmission differential that transmits driving force generated by a drive source and distributes it to a first output shaft and a second output shaft, a first dynamo and a second dynamo connected to the first output shaft and the second output shaft, respectively, and functioning as loads of the vehicle power transmission differential; a first speed control unit that controls the speed of the first dynamo based on a corrected speed command obtained by feeding back the rotation speed of the first dynamo to a speed command of the first dynamo; a second speed control unit that controls the speed of the second dynamo based on a corrected speed command obtained by feeding back the rotation speed of the second dynamo to a speed command of the second dynamo; and At least one of the first speed control unit and the second speed control unit has a dead band control unit that sets the correction speed command within a predetermined range to a constant value. Powertrain test equipment.

2. 2. The power transmission system testing device according to claim 1, at least one of the first speed control unit and the second speed control unit includes an integrator and a PI control circuit that performs PI control using the correction speed command, the dead band control unit is provided on the signal input side of the integrator, Powertrain test equipment.

3. 3. The power transmission system testing device according to claim 1, the predetermined range is defined by a positive set value and a negative set value, The dead band control unit outputs the correction speed command within the predetermined range as a constant value, and when the correction speed command is larger on the positive side than the predetermined range, subtracts the positive side set value from the correction speed command and outputs the result, and when the correction speed command is smaller on the negative side than the predetermined range, subtracts the negative side set value from the correction speed command and outputs the result. Powertrain test equipment.

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